Metallic railway-car.



No. 707,4I6. Patented Aug. I9, v|902. R. H. HDRNBBIIOK v. W. H. WUUDCOCK. METALLIC RAILWAY CAR.

(Applcationled Oct. 16, 1901.)

(No Modal.) 5 Sheets-Sheet I.

ZUCIZZUFS? N0. 707,446. Patented Aug. I9, |902. B. H. HDRNBROOK &. W. H. WUDCCK. METALLIC RAILWAY GAB.

(Application filed Oct. 16, 1901.) (lo Model.) 5 Sheets-Sheet 2.

No. 707,4I6. I Patented Aug. I9, |902. H. H. HORNBRDOK 6L W. H..WGODCOCK.

METALLIC RAILWAY CAR.

(Application med oct. 1e, 1901.;

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Patented Aug. I9, |902. CUCK.

R.- H. HORNBBOUK W. H. WDUD METALLIC RAILWAY CAR.

(Application filed Oct. 16, 1901.)

5 Sheets-Sheet 4.

(No Model.)

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Patented Aug. I9, |902. R. H'. HOHNBBOOK & W. H.A WDODCOCK.

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(Application filed oct. 1o. 1901.) (No Model.)

mi Noums PETERS o, PHOTO-urne. WASHINGTON, u. c.

llnrrnn Srafrne Artnr OFFICE.

RAYMOND II. I-IORNBROOK, OF PHILADELPHIA, PENNSYLVANIA, AND WILLIAM I-I. VVOODOOOK, OF CANTON, OHIO.

METALLIC RAILWAY-CAR.

SPECIFICATION forming part of Letters Patent No. 707,416, dated August 19, 1`92.

Application filed Gotoher 16, 1901. Serial No. 78,885. (No model.)

T0 all whom it may concern:

Be it known that We, RAYMOND II. HORN- BROOK, a resident of Philadelphia, Pennsylvania, and WILLIAM H. Wooncocic, a resident of Canton, Ohio, subjects of the King of Great Britain and Ireland, have invented certain Improvements in Metallic Railway-Cars, of which the following is a specification.

One object of our invention is to so provide a metallic railway-car having the maximum of strength and carrying capacity in proportion to weight, further objects being to simplify and cheapen the construction of the car by using in such construction mainly rolled shapes and plates, and to provide for a more direct and eifective application of the draft mechanism, train-pipes, and braking mechauism than is usually permitted in metallic cars.

In the accompanying drawings We have shown our invention as applied to a hoppercar, Figure 1 being a view, partly in side elevation and partly in longitudinal section, of said car; Fig. 2, a top or plan View with a portion of the car-body removed; Fig. 3, an end View of the car on a larger scale; Fig. 4, a transverse section, on a still larger scale, of part of the car on the line a a, Fig. 1; and Figs. 5 to 14, detached views, on an enlarged scale, illustrating features of construction not shown with sufficient clearness in the general Views.

The opposite side sills of the car-frame are represented at 1 and the center sill at 2, each of the side sills consisting of a channel-bar with vertical web and horizontal flanges and the center sill consisting of a pair of such bars with their flanges facing each other, said bars being provided at points some distance from the longitudinal center of the car with transverse brace or separator plates 3, secured, by means of suitable angles, to the sills and provided at the bottom with other angles 4, to which are secured depending struts 5, which serve as bearings for truss-rods 6, the opposite ends of which pass through openings in the body-holsters 7 of the car-frame and are provided with nuts bearing against said bodyholsters, so as to impart the proper degree of tension to said truss-bars. The body-holsters are by preference thickened at the points Where the truss-rods pass through the same in order to increase their strength at these points, and cach of said holsters is recessed for the reception of the bars 2 of the 'center sill, so that the top of said sill is flush with the top of the bolster, a cap-plate 9, Fig. 5, being secured to the top flanges of the bars 2 `and also to the top lianges of the bolster, and

the webs ofthe bars being also riveted to vertical langes of the bolster, so as to secure said bolster and the center sill lirmly together at their meeting-points. The ends of the bodyholsters are stepped, as shown in Fig. 5, so as to form seats 'for the reception of the lower portions of the side sills 1, the Webs and flanges of which are iirmly riveted to Vertical and horizontal ianges of the bolster. The channel-bars constituting the center sill of the car-frame are less in depth than the side sills, the trussing of thecentral sill permitting of its being made lighter than the side sills, so that it occupies less space vertically at the center ot' the car than it would if the bars 2 were as deep as the side sills, thus providing more room for the braking mechanism and other gear usually disposed beneath the carbody.

The end sills of the ear-body are composed of upper inner and outer angle-bars 10 and 11, a lower angle-bar 12, and an end plate 13, (see Fig. 6,) the upper inner angle-bar 10 being straight, but the upper outer angle-bar 11 and the lower angle-bar 12 being slightly curved or bent, so as to impart a slightlyrounded shape to the end of the sill, as shown in Fig. 2. All of the bars are riveted to the horizontal flanges of the center and side sills, where they meet or cross the same, as shown in Fig. 6, and the upper and lower outer angle-bars 11 and 12 and end plate 13 are connected to the Vertical webs of the side sills by angle-bars 15 and channel-bars 16, Fig. 7, and to the vertical Webs of the center sill by angle-bars 15a and 16a, Fig. 8, the horizontal langes of the upper angle-bars 10 and 11 being also connected to separator-plates 17, so as to form a strong and rigidly-braced structure. At each corner of the car-frame are also diagonal braces 19, which extend from said corners to the body-holsters at the points where the same join the center sill, these di- IOO agonal braces being connected to the side and end sills by the channel-bars 16 and being also bolted at their inner ends to the bars of the center sill and having horizontal lianges 19a bolted to flan ges of the bod y-vbolster, as shown in Figs. 9 and 10.

The draft mechanism of the car passes between the upper and lower angle-bars 11 and 12 of the end sill and through an opening of the end plate 13 and is contained between the opposite bars of the center sill, so that the draft is imparted to the carin direct line with the sills instead of above or below the same, and hence more effectively than with either of the latter arrangements.

The upright frame of the car is composed of corner-posts 20 and upright side stakes 2l, the corner-posts consisting of angle-bars riveted at their lower ends to the angle-bars 10 of the end sills and also to the webs of the side sills, and the upper portions of these corner-posts being also riveted to the side plates 22 and end plates 23 of the car-body. The upright stakes 21 are composed of T-bars having their flanges riveted to the side plates of the car-body and bent at their lower ends, so as to be riveted to the upper horizontal langes of the side sills, as shown in Fig. 11, plates 24 also serving to secure the side stakes to the vertical web of the side sills at points where the side plates of the car-body do not extend down to said side sills.

The top of the car-body is stiffened and strengthened by an angle-bar 25, which extends around the entire body of the car and is riveted to the sides and ends of the same and also to the upper portions of the vertical side and corner posts, the upper portion of the car having transverse braces consisting of rods 26, having end eyes,which are secured by transverse bolts and nuts to angle-plates 27, riveted to the side structure of the carbody, as shown in Fig. 12. The transverse bolts are cheaper than the angle-bars sometimes employed as transverse braces for lthe top of the car and permit of the use of boltand-nut connections at the ends, so that these transverse braces can be removed and replaced with facility.

The inclined bottom 30 at the ends of the car are connected to the sides 22 by internal angle-bars 31 and are braced and stiffened by transverse angle-bars 32 and supported by inclined struts 33, composed of angle-bars extending from the inclined bottom 30 to the side and center sills 1 and 2 and riveted to both of these sills as well as to the transverse angle-bars 32, thus providing a firm and rigid support for these portions of the car.

The reversely-incliued hopper-bottoms 35 are secured to the sides of the car by internal angle-bars and each of the same is provided with a swinging door 36, connected by links 37tocrank-arms39onarock-shaft40,mounted in suitable bearings on the inclined bottom 30 of the car, a loop 4l, suspended from one of the transverse braces 32 of the car-bottom,

serving when the door is closed `to engage with the projecting portion of a pin 42, Fig. 13, whereby one of the links is connected t0 one of the crank-arms 39, and thereby hold said crank-arm in the elevated position and firmly retain the door, so as to prevent accidental opening of the same by the jarring of the car.

The car is divided into two parts by the central transverse partition 43, Fig. 2, and each portion of the car has a central longitudinal tunnel 44, consisting of plates extending upwardly from the bars 2 of the center sill toward the center of the car, this tunnel serving for the passage of the train-pipe 45 and such other elements of the car equipment as it may be advisable to extend along the center of the car, thus rendering unnecessary the bending of said parts, which is sometimes resorted to in order to clear the depending` portion of the hopper.

The corner-posts 2O at the ends of the car are connected by transverse diagonal bracerods 50, each connected at each end, by means of a clevis 5l, to a plate 52, secured to and projecting inwardly from said end post, as shown in Fig. 3.

The body-bolster 7 of the car is provided with the usual central pivotal bearing upon the truck-bolster 53; but each of the side bearings 54 of the truck-bolster is provided with a series of radiallyarranged conical rollers 55, (see Fig. 14,) mounted so as to be free to turn on said side bearings 54 and providing an antifriction-support for the side bearings 56 of the body-bolster, so that each body-bolster may have at all times three jpointsof bearing on the truck-bolster without causing excessive friction as the truckbolster swings, a firm and steady support'for the body of the car being thus provided at all times and the central pivotal bearing being relieved from the greater portion of the weight which it is usually compelled to carry. The conical rollers can, if desired, be mounted upon the body-bolster instead of upon the truck-bolster; but the latter construction is preferred. By recessing the body-bolster for the reception of the members of the central sill the whole body of the car is correspondingly lowered, and the center of gravity of the loaded car therefore brought down to such a moderate distance above the tracklevel as to preclude any risk of derailing, such as is likely to follow when the center of ,gravity of the car is abnormally high.

The strength of our improved car will be appreciated from the special construction of car framing and body, the side sills and side plates, with the upright side stakes, each constituting a single well-braced girder, the inclined bottoms of the car being rigidly braced to the sills by means of the diagonal struts, the members of the center sill being stiiened longitudinally by the truss-rods and being rigidly braced laterally by the bolsters and separator-plates, and the ends of the sills IOO IIO

IZO

being of extremely-rigid construction and having their outer corners well stiffened by the diagonal braces leading therefrom to the body-holsters. Hence the car is designed to withstand without injury the extremelyrough handling which cars of this character are likely to meet with in ordinary railroad practice.

Although We have described our invention as embodied in a hopper-car, it will be evident that many of the features of our invention are applicable as well to other forms of car.

Having thus described our invention, We claim and desire to secure by Letters Patent- Y l. Ametallic car-frame havinglongitudinal side sills composed of channel-bars and a center sill composed of channel-bars of less depth than the side sills but provided with longitudinal truss-rods, substantially as specified.

2. The combination of the opposite channel-bars of the center sill, the transverse bodybolsters and longitudinal truss-rods bearing upon struts depending from the sill, said truss-rods passing through the body-bolsters and having nuts bearing thereupon, substantially as specified.

3. The combination of the opposite chan- 'nel-bars, of the center sill with the body-bolsters, separator plates interposed between and secured to the bars of the center sill, struts secured to and depending from said separator-plates, and longitudinal truss-rods bearing upon said struts and passing through the body-holsters, substantially as specified.

et. The combination in a metallic car-frame, of side and center sills, with an end sill having inner and outer angle-bars secured to said center and side sills, substantially as specified.

5. The combination in a metallic car-frame, of side and center sills, with an end sill having inner and outer angle-bars at the top, and an outer angle-bar at the bottom, all of said bars being secured to the center and side sills, substantially as specified.

6. The combination in a metallic car-frame, of center and side sills with an end sill having inner and outer angle-bars at the top, an

outer angle-bar at the bottom, and a transverse plate extending from top to bottom, said bars and plate being secured to the center and side sills, substantially as specified.

7. The combination in a metallic car-frame of the side sills and the end sills with diagonal braces extending from the corners of the frame andhaving bent ends connected to the said side sills, and a channel-bar connected to the brace and to both side and end sills, substantially as speciiied.

8. The combination ina metallic car-frame of the side sills, the center sills, the end sills, and the transverse body-bolster with diagonal braces extending from the corners of the frame formed by the junction of the end sills and the side sills to the angles formed by the junction of the center sill and body-holsters, said diagonal braces presenting horizontal flanges secured to the fianges on the bolster and vertical flanges secured to the bolster and center sills, substantially as specified.

9. The combination of the upright sidesof a metallic car with the transverse top braces consisting of rods having end eyes, angle-bars secured to the inner sides of the car and serving as vertical braces therefor, and bolts whereby the eyes at the ends of the transverse rods are secured to the said angle-bars, substantially as speciiied.

l0. The combination of the end sills and upright corner-posts of a metallic car-frame, plates secured to and projecting inwardly 'fromsaid corner-posts, and stay-rods extending diagonally from post to post and having shackles whereby they are secured to said inwardly projecting plates, substantially as specified.

In testimony whereof we have signed our names to this specification in the presence of two subscribing witnesses.

RAYMOND H. HORNBROOK. WILLIAM H. WOODCOCK. Vitnesses to the signature of Hornbroolz:

F. E. BncH'roLn, WILL. A. BARR. Witnesses to the signature of Woodcock:

CALVIN SEEMANN, ETHEL Foos. 

